Engine intake A/F ratio control system in outboard engine system

ABSTRACT

In an engine intake A/F ratio control system in an outboard engine system, a secondary air passage (P) for supplying secondary air for regulating the A/F ratio of an air-fuel mixture is connected to a carburetor ( 33 ) in an intake system of an engine (E), and a duty control valve ( 68 ) is connected to the secondary air passage (P). A duty control unit ( 92 ) is connected to the duty control valve ( 68 ) for controlling the duty ratio of a pulse applied to a coil ( 76 ) of the duty control valve ( 68 ), and an LAF sensor ( 94 ) is mounted to an exhaust system for detecting an A/F ratio of an exhaust gas to input a detection signal proportional to the A/F ratio of the exhaust gas to the duty control unit ( 92 ). Thus, in any of a case when the tolerance of the purifying rate of the catalytic converter is set relatively widely with an engine output taken into consideration to a certain extent, and a case when the set range is shifted to a rich side of the A/R ratio with the engine output taken into serious consideration, the A/F ratio of the exhaust gas can be controlled properly to a desired target value.

FIELD OF THE INVENTION

The present invention relates to an engine intake A/F (air-fuel) ratiocontrol system in an outboard engine system which includes an enginedisposed in an engine room defined by an engine support connected to anupper portion of an extension case and by an engine cover covering theengine support, and a catalytic converter incorporated in an exhaustsystem for the engine, so that an exhaust gas exiting from the exhaustsystem is discharged under the external water surface via an inside ofthe extension case, the intake A/F ratio control system being operableto control the air-fuel ratio of an air-fuel mixture to be supplied froma carburetor to the engine.

BACKGROUND ART

There is a conventionally known outboard engine system including acatalytic converter incorporated in an exhaust system for an engine, forpurifying an exhaust gas (for example, see Japanese Utility ModelPublication No.59-18092).

It should be noted here that the catalytic converter exhibits thehighest purifying function in an extremely narrow range A of A/F ratioof an exhaust gas around a theoretic A/F ratio (14.6), as shown in FIG.17. Therefore, when a catalytic converter is used for purifying anexhaust gas from an engine, it is a conventional common practice todetect an A/F ratio of an exhaust gas by an O₂ sensor varying an outputlargely at about a theoretic A/F ratio, and to control the A/F ratio ofan air-fuel mixture drawn into the engine, so that the O₂ sensorproduces an output corresponding to the theoretic A/F ratio, whereby theexhaust gas is always purified with a good efficiency by the catalyticconverter.

The O₂ sensor varies the output largely relative to a variation in A/Fratio in the range A, but a variation in output relative to a variationin A/F ratio is little produced in a range other than the range A.Therefore, the use of the O₂ sensor is advantageous for controlling theA/F ratio of the exhaust gas to the theoretic A/F ratio with a goodefficiency, but when the tolerance of the purifying rate of thecatalytic converter is set relatively widely with the engine outputtaken into consideration to a certain extent, it is extremely difficultto carry out the control of the A/F ratio with the O₂ sensor.

DISCLOSURE OF THE INVENTION

The present invention has been accomplished with such circumstances inview, and it is an object of the present invention to provide an engineintake A/F ratio control system in an outboard engine system of theabove-described type, wherein, in any of a case when the tolerance ofthe purifying rate of a catalytic converter is set relatively widelywith an engine output taken into consideration to a certain extent,irrespective of a narrow range including a theoretic /F ratio, and acase when the set range is shifted to a rich side of the A/F ratio withthe engine output taken into serious consideration, the A/F ratio of anexhaust gas can be controlled properly to a desired target value.

To achieve the above object, according to a first aspect and feature ofthe present invention, there is provided an engine intake A/F ratiocontrol system in an outboard engine system which includes an enginedisposed in an engine room defined by an engine support connected to anupper portion of an extension case and by an engine cover covering theengine support, and a catalytic converter incorporated in an exhaustsystem for the engine, wherein an exhaust gas exiting from the exhaustsystem is discharged under external water surface via an inside of theextension case, characterized in that the engine intake A/F ratiocontrol system comprises a secondary air passage connected to acarburetor provided in an intake system for the engine for supplyingsecondary air for regulating the A/F ratio of an air-fuel mixtureproduced in the carburetor; a duty control unit connected to a dutycontrol valve connected to the secondary air passage for controlling theduty ratio of a pulse applied to a coil of the duty control valve; andan LAF sensor (LINEAR AIR-FUEL RATIO SENSOR) mounted to the exhaustsystem for detecting an A/F ratio of an exhaust gas flowing through theexhaust system, thereby outputting a detection signal proportional tothe A/F ratio to the duty control unit.

With the first feature, the A/F ratio of the air-fuel mixture in thecarburetor to be supplied to the engine can be controlled in a wideoperating range of the engine extending from a low load to a high loadby regulating the duty ratio of the pulse applied to the duty controlvalve by the duty control unit, based on the detection signal of the LAFsensor proportional to the A/F ratio of the exhaust gas, therebyimproving the properties of the exhaust gas and enhancing the engineoutput.

Namely, the output from the LAF sensor is proportional to the A/F ratioof the exhaust gas. Therefore, the A/F ratio of the exhaust gas can becontrolled to a narrow range including a theoretic A/F ratio, and alsoin any of a case when the tolerance of the purifying rate of thecatalytic converter is set relatively widely with an engine output takeninto consideration to a certain extent, and a case when the set range isshifted to a rich side with the engine output taken into seriousconsideration, the A/F ratio of the exhaust gas can be controlledproperly to a desired target value. Therefore, it is possible to carryout the control operation depending on the operating conditions of theengine such as a mode with the purification taken into seriousconsideration, a mode with the purification and output taken inconsideration and a mode with the output taken into seriousconsideration. An increase in engine output enables the size of theengine to be reduced and hence, it is easy to place the engine in anarrow engine room in the outboard engine system.

According to a second aspect and feature of the present invention, inaddition to the above first feature, a mounting wall is formed in a sidewall of an exhaust line integrally connected to the engine to form aportion of the exhaust system, the side wall facing sideways of theoutboard engine system, the mounting wall being inclined inwards of theexhaust line toward a lower portion thereof, and the LAF sensor ismounted substantially vertically to the mounting wall.

With the second feature, the mounting wall of the exhaust line isinclined inwards of the exhaust line toward its lower portion.Therefore, the length of protrusion of the LAF sensor mountedsubstantially vertically to the mounting wall in an outward direction ofthe outboard engine system can be suppressed to a value as small aspossible, whereby the contact of the sensor with another portion orcomponent can be avoided to the utmost, and the detection of the A/Fratio of the exhaust gas can be carried out reliably. Moreover, the LAFsensor is directed outwards of the outboard engine system and hence, itis possible to easily attach and detach the LAF sensor to and from themounting wall.

According to a third aspect and feature of the present invention, inaddition to the second feature, the exhaust line and the mounting wallare formed on the engine support covered with a detachable undercover,and the LAF sensor mounted to the mounting wall is covered with theundercover.

With the third feature, the undercover serves as a protective wall forthe LAF sensor, thereby enabling the contact of another portion orcomponent with the sensor to be prevented. In addition, the attachmentand detachment of the LAF sensor can be carried out easily in a state inwhich the undercover has been removed.

According to a fourth aspect and feature of the present invention, thereis provided an engine intake A/F ratio control system in an outboardengine system comprising a multi-cylinder engine including a pluralityof carburetors for individually supplying an air-fuel mixture into aplurality of cylinders, characterized in that the engine intake A/Fratio control system comprises a single common duty control valveconnected to air bleeding chambers in the plurality of carburetorsthrough a dispensing tube, and a duty control unit connected to the dutycontrol valve for controlling the duty ratio of a pulse applied to acoil of the duty control valve.

With the fourth feature, the amount of air mixed into a fuel passedthrough each of main nozzles of the plurality of carburetors can becontrolled by duty-controlling of the pulse applied to the single dutycontrol valve, thereby equally controlling the A/F ratios of theair-fuel mixtures supplied to the plurality of cylinders in the engine,while promoting the atomization of the fuel in the air-fuel mixture.

According to a fifth aspect and feature of the present invention, inaddition to the fourth feature, the number of the carburetors is three;three outlet tubes of the dispensing tube made of a hard material areconnected to the air-bleeding chambers in the three carburetors; and anair outlet of the duty control valve is connected to a single inlet tubeof the dispensing tube, the single inlet tube and the three outlet tubesbeing disposed so that all of angles formed by the outlet tubes withrespect to the inlet tube at connections of these tubes aresubstantially equal to one another.

With the fifth feature, the resistances in flow paths extending from thesingle duty control valve to the plurality of carburetors can beequalized, thereby reliably and equally controlling the intake A/Fratios for the plurality of cylinders of the engine.

According to a sixth aspect and feature of the present invention, inaddition to the fourth feature, further including an LAF sensor providedin an exhaust passage in the engine for detecting an A/F ratio of anexhaust gas flowing through the exhaust passage to output a detectionsignal proportional to the A/F ratio, an output portion of the LAFsensor being connected to an input portion of the duty control unit.

With the sixth feature, the intake A/F ratio for each of the cylinderscan be controlled in accordance with the A/F ratio of the exhaust gas ina wide operating range of the engine extending from a low load to a highload, thereby improving the properties of the exhaust gas from theengine at all times.

According to a seventh aspect and feature of the present invention, inaddition to the fourth feature, the duty control valve includes a valvemember accommodated therein and operated to open the duty control valveupon excitation of the coil, the duty control valve being provided witha valve case having an air outlet opened and closed by the valve member,and an outer case surrounding the valve case to define a cylindrical airchamber around the valve case, the valve case being provided with athrough-bore which permits an upper portion of the air chamber tocommunicate with the inside of the valve case, and the outer case beingprovided with an air inlet which opens a lower portion of the air outletto the atmosphere.

With the seventh feature, water is sprinkled over the duty control valvefrom the outside, and even if such water enters the air inlet of thevalve, the vigor of the water can be attenuated in the air chamber,whereby the entering of the water into the overlying through-bore andthus into the valve case can be prevented.

According to an eighth aspect and feature of the present invention, inaddition to the sixth feature, a catalytic converter is incorporated inthe exhaust passage.

With the eighth feature, the properties of the exhaust gas can beimproved by the purifying effect of the catalytic converter.

According to a ninth aspect and feature of the present invention, inaddition to the sixth feature, a first catalytic converter is mounted inan exhaust collecting chamber communicating with a plurality of exhaustports in the engine; a second catalytic converter is incorporated in anexhaust passage downstream of the exhaust collecting chamber; and theLAF sensor is provided in an exhaust passage between both of thecatalytic converters.

With the ninth feature, the properties of the exhaust gas can beimproved at all times in a wide operating range of the engine extendingfrom a low temperature to a high temperature by the purifying effects ofthe first and second catalytic converters. Moreover, the LAF sensor canbe placed easily in the exhaust passage between both of the catalyticconverters.

According to a tenth aspect and feature of the present invention, inaddition to the fourth feature, an accelerating pump is connected to aflow path connecting each of the air-bleeding chambers in the pluralityof carburetors with the single common duty control valve, theaccelerating pump pressurizing the flow path in operative associationwith a rapid opening of a throttle valve in each of the carburetors.

With the tenth feature, the flow path connecting each of theair-bleeding chambers in the plurality of carburetors with the singlecommon duty control valve is utilized for both of control of the amountof air bled and control of the acceleration, and both of the controlscan be satisfied by a simple structure.

According to an eleventh aspect and feature of the present invention,there is provided an engine intake A/F ratio control system in anoutboard engine system, comprising a secondary air passage connected toa carburetor mounted in an intake system in an engine for supplyingsecondary air for regulating the A/F ratio of an air-fuel mixtureproduced in the carburetor, and a duty control valve connected to thesecondary air passage to control the amount of secondary air supplied tothe carburetor by controlling the duty ratio of a pulse applied to acoil of the duty control valve, characterized in that a surge tank andan orifice are incorporated in series in the secondary air passage.

With the eleventh feature, even if a pressure pulsation is produced inthe secondary air passage with the turning-on and off of the pulseapplied to the coil of the duty control valve, the pressure pulsationcan be attenuated effectively by a damping effect of the surge tank anda constricting resistance of the orifice.

According to a twelfth aspect and feature of the present invention, inaddition to the eleventh feature, the secondary air passage is connectedto an air-bleeding chamber defined around a main nozzle of thecarburetor.

With the twelfth feature, the secondary air supplied from the secondaryair passage to the air-bleeding chamber is mixed with a fuel passedthrough the main nozzle and hence, the regulation of the A/F ratio of anair-fuel mixture and the promotion of the atomization of the fuel can beprovided simultaneously.

According to a thirteenth aspect and feature of the present invention,there is provided an engine intake A/F ratio control system in anoutboard engine system comprising a multi-cylinder engine disposed in anengine room defined by an engine support connected to an upper portionof an extension case and by an engine cover covering the engine support,with a crankshaft of the engine being turned vertically and a cylinderhead of the engine being turned rearwards of a hull, and a plurality ofcarburetors mounted in a vertical arrangement in the engine forindividually supplying an air-fuel mixture to a plurality of cylinders,characterized in that the engine intake A/F ratio control systemcomprises a single common duty control valve connected to air-bleedingchambers in the plurality of carburetors through a dispensing tube, aduty control unit connected to the duty control valve for controllingthe duty ratio of a pulse applied to a coil of the duty control valve,and a surge tank incorporated in a flow path connecting the dispensingtube and the duty control valve to each other.

With the thirteenth feature, the amount of air bled, which is to bemixed with a fuel passed through each of the main nozzles of theplurality of carburetors, can be controlled by duty-controlling thepulse applied to the single duty control valve, thereby equallycontrolling the intake A/F ratios for the plurality of cylinders in theengine, while improving the atomization of the fuel injected from themain nozzle. Therefore, the only one duty control valve suffices foruse, thereby providing a simplification in arrangement, and enabling theengine to be placed easily in the narrow engine room in the outboardengine system, while avoiding the interference with another part orcomponent. Moreover, if a pressure pulsation is produced in a flow pathextending from the duty control valve to each of the air-bleedingchambers with the turning-on and off of the pulse applied to the dutycontrol valve, the pressure pulsation can be attenuated effectively bythe damping effect of the surge tank.

According to a fourteen aspect and feature of the present invention, inaddition to the thirteenth feature, an LAF sensor is provided in anexhaust passage in the engine for detecting an A/F ratio of an exhaustgas flowing through the exhaust passage to output a detection signalproportional to the A/F ratio of the exhaust gas, an output portion ofthe LAF sensor being connected to an input portion of the duty controlunit.

With the fourteenth feature, the intake A/F ratio for each of thecylinders can be controlled in accordance with the A/F ratio of theexhaust gas in a wide operating range of the engine extending from a lowload to a high load. Thus, it is possible to improve the properties ofthe exhaust gas from the engine at all times.

According to a fifteenth aspect and feature of the present invention, inaddition to the first feature, the plurality of carburetors are disposedon one of left and right sides of a cylinder block; the surge tank isdisposed in one of a first space defined at the rear of the carburetorsby a side of the cylinder head and an inner surface of the engine coverand a second space defined by a rear surface of the cylinder head andthe inner surface of the engine cover, and a fuel pump is disposed inthe other of the first and second spaces and is driven by avalve-operating cam shaft carried in the cylinder head to supply a fuelto each of the carburetors.

With the fifteenth feature, it is possible to carry out the dispositionof the fuel pump and the surge tank by effectively utilizing the firstspace at the rear of the carburetors and the second space at the rear ofthe cylinder head to contribute to the compactness of the engine room.

According to a sixteenth aspect and feature of the present invention, inaddition to the first, eighth or ninth feature, the exhaust system isprovided with an exhaust box, an inlet case which is connected to theexhaust system at a location upstream of the exhaust box and opens at alower end thereof into the exhaust box, and an outlet case which opensat an upper end thereof into the exhaust box above a lower end of theinlet case and also opens at a lower end thereof below the exhaust box;the catalytic converter is mounted in the inlet case; and a drainagepipe bent into an inverted U-shape is mounted to the exhaust box, withone of lower ends of the drainage pipe opening in the proximity to aninternal bottom surface of the exhaust box , and the other lower endopening below the exhaust box.

With the sixteenth feature, during operation of the engine, an exhaustpressure of the engine is applied to the inside of the exhaust box toproduce a difference in pressure between the inside of the exhaust boxand the inside of the extension case. Therefore, when water has beenaccumulated in the bottom of the exhaust box by any reason, such wateris discharged through the drainage pipe into the extension case underthe action of the difference in pressure. The bent portion of thedrainage pipe is located above both of its lower ends and hence, unlessthe water level within the extension case is raised, so that the bentportion of the drainage pipe is submerged under the water, the entranceof the water from the drainage pipe into the exhaust box 115 can beprevented. Therefore, it is possible to prevent the entrance of thewater into the catalytic converter within the inlet case, therebyprolonging the life of the catalytic converter.

According to a seventeenth aspect and feature of the present invention,in addition to the sixteenth feature, a central bent portion of thedrainage pipe is disposed at substantially the same level as of an upperend of the outlet case.

With the seventeenth feature, water-entrance preventing limit waterlevels in the outlet case and the drainage pipe can be set substantiallyequivalently, thereby enhancing the function of preventing the entranceof water into the exhaust box.

The above and other objects, features and advantages of the inventionwill become apparent from the following description of the preferredembodiment taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of the entire arrangement of an outboard enginesystem;

FIG. 2 is an enlarged side view of an engine section shown in FIG. 1;

FIG. 3 is an enlarged side view of an essential portion shown in FIG. 2;

FIG. 4 is a sectional view taken along a line 4—4 in FIG. 2;

FIG. 5 is a partially broken-away front view of the outboard enginesystem;

FIG. 6 is a sectional view taken along a line 6—6 in FIG. 3;

FIG. 7 is an illustration of the entire arrangement of a control systemfor carburetors in FIG. 3;

FIG. 8 is a vertically sectional side view of a duty control valve inFIG. 7;

FIG. 9 is an enlarged view of a portion indicated by 9 in FIG. 7;

FIG. 10 is a sectional view taken along a line 10—10 in FIG. 9;

FIG. 11 is a partially vertical sectional plan view of a surge tank inFIG. 7;

FIG. 12 is a view of an upper half in section taken along a line 12—12in FIG. 4;

FIG. 13 is a view of a lower half in section taken along the line 13—13in FIG. 4;

FIG. 14 is a sectional view taken along a line 14—14 in FIG. 12;

FIG. 15 is a sectional view taken along a line 15—15 in FIG. 13;

FIG. 16 is a view taken in the direction of an arrow 16 in FIG. 15;

FIG. 17 is a diagram showing the relationship between the purifying rateof three-dimensional catalytic converters and the A/F ratio of anexhaust gas and the relationship between outputs from an O₂ sensor andan LAF sensor and the A/F ratio of the exhaust gas.

BEST MODE FOR CARRYING OUT THE INVENTION

Referring to FIGS. 1 and 2, an outboard engine system O includes anextension case 1, and a mount case 2 (an engine support) coupled to anupper portion of the extension case 1. A water-cooled in-line type3-cylinder and 4-cycle engine E is mounted and supported on an uppersurface of the amount case 2 with its crankshaft 14 disposed vertically.The mount case 2 includes a flange portion 2 a around its outerperiphery, and an extension case 3, which opens upwards, is bolted to anupper surface of the flange portion 2 a. An engine cover 4 is detachablymounted at an upper portion of the extension case 3. An engine room 29accommodating the engine E is defined by the engine cover 4, the mountcase 2 and the extension case 3.

Referring to FIGS. 2 and 5, an annular undercover 5 is mounted betweenthe extension case 3 and the extension case 1 to cover an outerperipheral surface of the mount case 2. The undercover 5 is made of asynthetic resin having an elasticity, and has a single abutment 5 aformed at a front portion adjacent a hull. In mounting the undercover 5,first, an abutment 5 a of the extension case 3 is opened largely, andthe undercover 5 is disposed to surround the mount case 2. At the sametime, an end edge of a lower portion of the undercover 5 is engaged withan annular step 1 a formed around an outer periphery of an upper portionof the extension case 1. On the one hand, an upper end of the undercover5 is coupled to the extension case 3 by a tapping screw (not shown), andends of the abutment are fastened to each other by bolts 32, so that theabutment 5 a of the undercover 5 is closed. In this manner, theundercover 5 forms a continuous surface which permits the outerperipheral surfaces of the extension case 3 and the extension case 1 tobe continuous to each other, while covering the mount case 2.

Referring to FIGS. 1 to 4, 6 and 12, the engine E includes a cylinderblock 6, a crankcase 7, a cylinder head 8, a head cover 9 and a beltcover 10. The cylinder block 6 and the crankcase 7 are mounted on theupper surface of the mount case 2 with the cylinder head 8 turnedrearwards of the hull. A piston 12 is slidably received in each of threecylinders 11 defined in the cylinder block 6, and the crankshaft 14connected to the pistons 12 through a connecting rod 14 is carriedbetween the cylinder block 6 and the crankcase 7 to face vertically. Avalve-operating camshaft 15 is carried in the cylinder head 8 inparallel to the crankshaft 14 and driven by the crankshaft 14 through atiming belt device 16 covered with the head cover 10.

A driving shaft 17 is connected to a lower end of the crankshaft 14through a transmitting gear to extend downwards within the extensioncase 1, and is connected at its lower end to a propeller shaft 21 havinga propeller 20 at its rear end through a bevel gear mechanism 19provided within the gear case 18. A shift rod 22 is connected at itslower end to a front portion of the bevel gear mechanism 19 in order toswitch over the direction of rotation of the propeller shaft 21 to anormal direction or a reverse direction.

A swivel shaft 25 is fixed between a pair of left and right upper arms23 supporting the mount case 2 and a pair of left and right lower arms24 supporting the extension case 1. A swivel case 26 rotatablysupporting the swivel shaft 25 is vertically swingably supported througha tilting shaft 28 on a stern bracket 27 mounted on a transom T of thehull.

As shown in FIGS. 3, 4 and 6, three intake ports 30 corresponding to thethree cylinders 11 are opened in one side of the cylinder head 8, andthree intake pipes 31 are secured to the one side of the cylinder head 8to communicate with the intake ports 30 individually. Three carburetors33 are connected individually to upstream ends of the intake pipes 31.The intake pipes 31 are bent forwards (toward the hull) in order toensure that the carburetors 33 are disposed compactly on one side of thecylinder block 6. Moreover, the intake pipes 31 are inclined with theirupstream ends turned upwards, in order to allow a liquid fuel adhered toinner walls of the intake pipes 31 to flow down naturally toward theintake ports 30.

Pivotally supported on a body 34 of each of the carburetors 33 are abutterfly-type throttle valve 35 for opening and closing an intake path34 a in the carburetor body 34, and a choke valve 36 positioned upstreamof the throttle valve 35. A common intake chamber 37 is connected toupstream ends of the intake paths 34 a in all the carburetors 33. Theintake chamber 37 has a front end extending to ahead of the crankcase 7,and an intake bore 37 a is provided at one side of the intake chamber 37to open into the engine room 29. Therefore, air flowing from an airintroducing bore 4 a in an upper portion of the engine cover 4 into theengine room 29 is introduced through the intake bore 37 a into theintake chamber 37, where the air is dispensed into the intake paths 34 ain the three carburetors 33. An intake sound generated in each of theintake paths 34 a is attenuated in the intake chamber 37.

Referring to FIG. 6, an intake valve 39 and an exhaust valve 40 foropening and closing the intake port 30 and the exhaust port 38corresponding to each of the cylinders 11 respectively are mounted inthe cylinders 8, and opened and closed by the cam shafts 15 through anintake rocker arm 41 and an exhaust rocker arm 42. A pump driving cam 15a is provided on the camshaft 15. A reciprocating fuel pump 44 ismounted on one side of the cylinder head 8 adjacent the intake port 30,and has a push rod 44 a which is slidably carried on a support wall 8 awithin the cylinder head 8 and engaged at its tip end with the pumpdriving cam 15 a.

As shown in FIG. 3, the fuel pump 44 includes a single inlet pipe 44 iand two outlet pipes 44 o. A fuel inlet tube 45 i connected to a fueltank (not shown) within the hull is connected to the inlet pipe 44 i,and a fuel outlet tube 45 o connected to float chambers in two uppercarburetors 33 is connected to one of the outlet pipes 44 o, while afuel outlet tube 45 o connected to a float chamber in the lowermostcarburetor 33 is connected to the other outlet pipe 45 o. Therefore,during rotation of the camshaft 15, the pump driving cam 15 a drives thefuel pump 44 and hence, the pump 44 can pump fuel out of the fuel tank(not shown) to supply the fuel into the float chamber in each of thecarburetors 33.

The three carburetors 33 are disposed vertically with the intake paths34 a disposed horizontally along the side of the cylinder block 6. Thethrottle valve 35 of each carburetor 33 has a valve stem 35 a disposedto extend horizontally through the intake path 34 a, and athrottle-operating lever 47 is secured to an outer end of the valve stem35 a. The three throttle operating levers 47 are connected to oneanother through an interlocking link 48. The choke valve 36 of eachcarburetor 33 has a valve stem 36 a which is also disposed to extendhorizontally through the intake path 34 a, and a choke operating lever49 is secured to an outer end of the valve stem 36 a. The three chokeoperating levers 49 are connected to one another through an interlockinglink 50. In this manner, a multi-carburetor structure C is formed by thethree carburetors 33.

Referring to FIGS. 3, 4 and 12, three ribs 51 are formed in a verticalarrangement on a side of the cylinder block 6 of the engine E adjacentthe carburetors 33 to extend axially of the cylinder 11, so that theyare passed through the intermediate and lowermost carburetors 33. Abreather passage 52 is defined in each of the ribs 51 permit thecommunication between the crank chamber in the crankcase 7 and avalve-operating chamber in the cylinder head 8. To form the outboardengine system O compactly, the three carburetors 33 are disposed inproximity to the side of the cylinder block 6, but in this case, a deadspace is created above the uppermost rib 51. A throttle sensor 53 ismounted at an inner end of the valve stem 35 a of the throttle valve 35of the uppermost carburetor 33 by utilizing the dead space. Therefore,the throttle sensor 53 can be attached to the valve stem 35 a from abovethe engine E and detached from the valve stem 35 a without beingobstructed in any way by the rib 51. This leads to a good maintenance,and also the throttle sensor 53 is surrounded and protected by thecylinder block 6 and the carburetor 33, and can be prevented from beingdamaged due to the contact with other parts. The throttle sensor 53detects an opening degree of the throttle valve 35 as an amount of airdrawn in the engine E, in other words, as a load. The single throttlesensor 53 suffices, because the throttle valves 35 of the threecarburetors 33 are operatively associated with one another, as describedabove.

A follower arm 55 having a roller 55 a pivotally supported at its tipend is connected to any one of the three throttle operating levers 47(the lowermost throttle operating lever in the illustrated embodiment),while a driving arm 56 is pivotally supported on a bracket (not shown)mounted on the lowermost carburetor 33. The roller 55 a of the followerarm 55 is provided to engage a cam groove 56 a provided in the drivingarm 56. A throttle drum 57 is fixedly mounted on a boss of the drivingarm 56, and an operating wire 58 connected to a control lever (notshown) mounted in a cabin in the hull is connected to the throttle drum57.

When the operating wire 58 is operated in an accelerating direction toturn the throttle drum 57 in the direction indicated by an arrow A inFIG. 3, the roller 55 a is moved following the cam groove 56 a in thedriving arm 56 rotated along with the throttle drum 57. Thus, thefollower arm 55 can turn all of the throttle operating levers 47 in adirection to open the throttle valve 35. When the operating wire 58 isoperated in a decelerating direction to turn the throttle drum 57 in thedirection opposite from the arrow A, all of the throttle operatinglevers 47 can be of course turned in a direction to close the throttlevalve 35.

Referring to FIG. 7, each of the carburetors 33 includes a main nozzle60, which opens into a Venturi portion of the intake path 34 a. The mainnozzle 60 communicates with an area under the liquid level of the fuelin a float chamber 62 through a main jet 61. A large number ofair-bleeding bores 63 are made in a peripheral wall of the main nozzle60, and a cylindrical air-bleeding chamber 64 is provided incommunication with the air-bleeding bores 63 to surround the main nozzle60. A tube joint 65 is projectingly provided on an outer side of thecarburetor 33 to communicate with an upper portion of the air-bleedingchamber 64.

A single common duty control valve 68 is connected to the tube joints 65of the three carburetors 33 through a dispensing tube 66 and a surgetank 67.

As shown in FIGS. 7, 9 and 10, the dispensing tube 66 is made of a metalor a hard synthetic resin and comprised of a single inlet tube 66 ₁integrally connected with three outlet tubes 66 ₂, 66 ₃ and 66 ₄ througha connecting member 69. In this case, the single inlet tube 66 ₁ and thethree outlet tubes 66 ₂, 66 ₃ and 66 ₄ are disposed, so that all ofangles formed by the outlet tubes 66 ₂, 66 ₃ and 66 ₄ with respect tothe inlet tube 66 ₁ at their connections are substantially equal to oneanother. In the illustrated embodiment, such angles are substantially90°.

The three outlet tubes 66 ₂, 66 ₃ and 66 ₄ may be gently curved towardthe corresponding carburetors 33, as required, and connected to the tubejoints 65 of the three carburetors 33 through flexible tubes 70,respectively.

On the other hand, the surge tank 67 is made of a synthetic resin andincludes a pair of tube joints 67 a and 67 b isolated from each other,as shown in FIG. 11. One of the tube joints 67 a is connected to theinlet tube 65 ₁ through a flexible joint 71, and the other tube joint 67b is connected to a tube joint 68 a of the duty control valve 68 througha flexible tube 72. An orifice 73 is defined in that tube joint 67 a ofthe surge tank 67, which is connected to the inlet tube 65 ₁.

The dispensing tube 66 and the flexible tubes 70, 71 and 72 form asecondary air passage P for supplying secondary air for regulating aair-fuel mixture A/F to the air-bleeding chamber 64, and thus the surgetank 67 and the orifice 73 are incorporated in series in the secondaryair passage P.

As shown in FIG. 8, the duty control valve 68 includes a stationary core75, a coil 76 surrounding the stationary core 75, and a coil housing 77in which the stationary core 75 and the coil 76 are accommodated. Avalve case 78 and an outer case 79 covering the valve case 78 aresecured to one end of the coil housing 77. A valve seat 80 and an airoutlet 81 connected to the valve seat 80 are formed at one end of thevalve case 78. A valve member 82 cooperating with the valve seat 80 isaccommodated within the valve case 78, and a movable core 83 integrallyformed on the valve member 82 is opposed to the stationary core 75. Avalve spring 84 is mounted under compression between both the cores 75and 83 for biasing the valve member 82 in a closing direction, i.e., ina direction to seat the valve member 82 on the valve seat 80.

The outer case 79 is provided at an end opposite from the coil 76 with ajoint mounting bore 85 into which the tube joint 68 a is press-fitted,and one end of the valve case 78 is fitted air-tightly into an inner endof the tube mounting bore 85 with a seal member 86 interposedtherebetween. A cylindrical air chamber 87 is defined between the valvecase 78 and the outer case 79, excluding such fitted portion of thevalve case 78. The outer case 79 is provided with an air inlet 88 foropening the air chamber 87 into the atmosphere on the side of the coil76, and the valve case 78 is provided with a through-bore 89 whichpermits the air chamber 87 into communication with the inside of thevalve seat 80 on the side opposite from the air inlet 88.

The duty control valve 68 formed in the above manner is supported on abracket 90 secured in place in the engine E at an attitude with the tubejoint 68 a being above the coil 76, i.e., at an attitude with the airinlet 88 located below the air outlet 81. Such attitude of the dutycontrol valve 68 ensures that if splashes of seawater or the likeentering the engine room 29 should enter the air inlet 88 powerfully,the vigor of the splashes is attenuated immediately in the cylindricalair chamber 87 and hence, the splashes do not reach the through-bore 89located on the upper side and flow to the outside through the air outlet81. Thus, it is possible to avoid the entering of the splashes into thevalve case 78.

When the coil 76 is excited in the duty control valve 68 duringoperation of the engine E, the movable core 83 is attracted to thestationary core 75 against a load of the valve spring 84, whereby thevalve member 82 is moved away from the valve seat 80 to open the airoutlet 81. As a result, the air entering the air chamber 87 through theair inlet 88 is passed through the through-bore 89 and the air outlet 81and dispensed into the air-bleeding chambers 64 in the three carburetors33 via the surge tank 67 by the dispensing tube 66.

In the intake path 34 a in each of the carburetors 33, an amount ofintake air corresponding to the opening degree of the throttle valve 35flows toward the intake port 30 in the engine E, and a negative pressuregenerated at an upper end of the main nozzle 60 with such flowing of theair causes the fuel metered by the main jet 61 to be ejected through themain nozzle 60 and drawn into the corresponding cylinder 11, whileproducing an air-fuel mixture together with the intake air flowingthrough the intake path 34 a.

At this time, the air dispensed into each of the air-bleeding chambers64 is passed through the large number of air-bleeding bores 63 in themain nozzle 60 and mixed with the fuel flowing upwards within the mainnozzle 60 and hence, the atomization of the fuel can be promoted. If theamount of fuel mixed, i.e., the amount of air bled, is increased, theA/F ratio of the air-fuel mixture produced in the intake path 34 a canbe decreased. On the other hand, if the amount of fuel mixed, i.e., theamount of air bled, is decreased, the A/F ratio of the air-fuel mixturecan be increased.

In order to control such amount of air bled, a duty control unit 92 isconnected to the coil 76 of the duty control valve 68. Connected to aninput portion of the duty control unit 92 are an engine rotational speedsensor 93 for detecting a rotational speed of the engine E, the throttlesensor 53, and an output portion of an LAF sensor 94 (see FIG. 13) fordetecting the A/F ratio of an exhaust gas to output a detection signalproportional to the A/F ratio.

Therefore, the duty control unit 92 is capable of determining amagnitude of an engine load based on detection signals from the enginerotational speed sensor 93 and the throttle sensor 53, determining theA/F ratio of the exhaust gas based on a detection signal from the LAFsensor 94, determining a duty ratio of a pulse applied to the coil 76based on the magnitude of the engine load and the A/F ratio of theexhaust gas, and controlling the total time of opening operation of thevalve member 82 to regulate the amount of air bled into each of thecarburetors 33. Thus, it is possible to regulate the A/F ratio of theair-fuel mixture to a desired value corresponding to the engine load andthe A/F ratio of the exhaust gas, while improving the atomization of thefuel in the air-fuel mixture supplied from each of the carburetors 33into the corresponding cylinder 11, thereby enhancing the outputperformance of the engine E and the properties of the exhaust gas.

Moreover, the amount of air bled into the plurality of carburetors 33can be controlled by the single common duty control valve 68 and hence,the arrangement can be simplified to contribute to a reduction in cost,and the placement of the engine in the narrow engine room 29 in theoutboard engine system O can be carried out easily without beinginterfered with an other part.

In dispensing the air metered by the single common duty control valve 68into the three carburetors 33 by the dispensing tube 66, when the airexiting from the inlet tube 66 ₁ is diverted into the three outlet tubes66 ₂, 66 ₃ and 66 ₄, the courses are obliged to be bent at substantiallythe same angle, because the single inlet tube 66 ₁ and the three outlettubes constituting the dispensing tube 66 are disposed, so that all ofthe angles formed by the outlet tubes 66 ₂, 66 ₃ and 66 ₄ with respectto the inlet tube 66 ₁ at the fitted portions thereof are substantiallyequal to one another, as described above. Thus, the resistances in theflow paths can be equalized, thereby equally dispensing the air into theoutlet tubes 66 ₂, 66 ₃ and 66 ₄. Moreover, since each of the outlettubes 66 ₂, 66 ₃ and 66 ₄ is bent gently toward the correspondingcarburetor 33, as required, it is possible to prevent a difference frombeing produced between the resistances in the flow paths extending fromthe three outlet tubes 66 ₂, 66 ₃ and 66 ₄ to the correspondingcarburetors 33, to the utmost. In this way, the amount of air bled intothe three carburetors 33 can be controlled equally.

A pressure pulsation is produced in the flow path extending from theduty control valve 68 to the air-bleeding chamber 64 with the turning-onand off of the application of the pulse to the coil 76. However, becausethe surge tank 67 and the orifice 73 are incorporated in series in thecommon flow path connecting the dispensing tube 66 and the duty controlvalve 68 to each other, the pressure pulsation can be attenuatedeffectively by the damping effect of the surge tank 67 and aconstricting resistance of the orifice 73. Therefore, it is possible toprevent the generation of a vibration and a noise due to such pressurepulsation, and it is also possible to provide the compactness of thesurge tank 67 by use of the orifice 73 in combination with the surgetank 67.

Referring to FIG. 4, the fuel pump 44 is mounted to one side of thecylinder head 8, so that it is located in the rear of the carburetors 33disposed on one side of the cylinder block 6, and a mounting piece 95for the surge tank 67 is secured to a rear surface of the head cover 9by a bolt 96, so that the surge tank 67 is located at the rearmostportion of the engine E. With such arrangement, a first space S₁ definedat the rear of the carburetor 33 by one side of the cylinder head 8 andan inner surface of the engine cover 4 is utilized effectively forplacement of the fuel pump 44, and a second space S₂ defined by a rearsurface of the head cover 9 and the inner surface of the engine cover 4is utilized effectively for placement of the surge tank 67. This cancontributes to the compactness of the outboard engine system O.

Referring again to FIGS. 3 and 7, an accelerating pump 100 is connectedto the driving arm 56 through a pushrod 101 and is operated when thedriving arm 55 is turned in an accelerating direction, i.e., in thedirection indicated by an arrow R. The accelerating pump 100 includes adiaphragm housing 102 secured in place to the engine E, and a diaphragm105 which divides the interior of the diaphragm housing 102 into anatmospheric chamber 103 and an operating chamber 104. The driving arm 56is connected to the diaphragm 105 through the pushrod 101, and theoperating chamber 104 is connected in place to the dispensing tube 66through a one-way throttle valve 106. The one-way throttle valve 106 isdesigned so that when the air flows from the operating chamber 104toward the dispensing tube 66, the one-way throttle valve 106 is openedand provides a throttling resistance to the flow of the air in anopposite direction.

Thus, when the driving arm 56 is turned in the accelerating direction A,the pushrod 101 operates the diaphragm 105 so as to pressurize theoperating chamber 104. When the operating chamber 104 is pressurized,the air within the operating chamber 104 is pumped through thedispensing tube 66 into the air-bleeding chamber 64 in each of thecarburetors 33, while opening the one-way throttle valve 106. Therefore,such air urges the liquid level of the fuel within the air-bleedingchamber 64 to force the fuel into the main nozzle 60 through the largenumber of air-bleeding bores 63, thereby promoting the ejection of thefuel from the nozzle 60. Therefore, in an accelerating operation forrapidly opening the throttle valve 35, the retarding of the increasingof the amount of fuel ejected can be eliminated despite a suddenincrease in amount of air drawn, thereby providing a good acceleratingproperty to the engine E.

On the other hand, in a decelerating operation for rapidly closing thethrottle valve 35, to the contrary, the pushrod 101 operates thediaphragm 105 so as to depressurize the operating chamber 104.Therefore, a negative pressure generated in the operating chamber 104 istransmitted to the air-bleeding chamber 64 in each of the carburetors33, while being limited in transmission speed by the one-way throttlevalve 106. Thus, the ejection of the fuel from the main nozzle 60 can besuppressed moderately to contribute to a reduction in amount of fuelconsumed.

In this way, the dispensing tube 66 is used for both of an air passagefor controlling the amount of air bled to each of the carburetors 33 andan air passage for controlling the acceleration and deceleration of eachof the carburetors 33. Thus, it is possible to simplify a piping to alarge extent.

Referring to FIGS. 12 to 16, the exhaust port 38 defined in the cylinderhead 8 in correspondence to each of the cylinders 11 and a verticallylong exhaust-collecting chamber 110 defined in a side of the cylinderblock 6 opposite from the carburetors 33 are in communication with eachother at a joint between the cylinder block 6 and the cylinder head 8. Afirst three-dimensional catalytic converter 111 is mounted in theexhaust-collecting chamber 110.

A continuous exhaust line 114 is integrally formed on one side of themount case 2 to which the lower surface of the cylinder block 6 isbonded, and on one side of an oil tank 113 bonded to the lower surfaceof the mount case 2. The exhaust line 114 is connected to a lowerportion of the exhaust-collecting chamber 110. A connecting flangeconnected to an upper portion of an exhaust box 115 is secured to alower end of the exhaust line 114 by a bolt 117, and a support piece 118welded to an outer side of a lower portion of the exhaust box 115 issecured to a bottom of an oil tank 113 by a bolt 119. The oil tank 113stores a lubricating oil for the engine E.

The exhaust box 115 includes a large-diameter inlet case 120 coupled toa ceiling plate 115 a of the exhaust box 115 to permit the exhaust line114 to communicate with the exhaust collecting chamber 110, and asmall-diameter outlet case 121 which is coupled to a bottom plate 11 bin line with the inlet case 120, and which opens at its upper end intoan upper portion of the exhaust box 115 and at its lower end into theextension case 1. A second three-dimensional catalytic converter 112 ismounted in the inlet case 120.

Thus, exhaust gases discharged from the cylinders 11 into the exhaustports 38 meet one another in the exhaust collecting chamber 110, and theresulting exhaust gas flows via the exhaust line 114 toward the exhaustbox 115; passes sequentially through the inlet case 120 and the outletcase 121; and is discharged into the extension case 1. Then, the exhaustgas is discharged into external water through the inside of thepropeller 20 along with cooling water which has cooled the engine E.

The first three-dimensional catalytic converter 111 is mounted in theexhaust collecting chamber 110, and the second three-dimensionalcatalytic converter 112 is mounted in the inlet case 120 of the exhaustbox 115, as described above. Therefore, The exhaust gas passed throughthese converters 111 and 112 can be purified effectively in a wideoperating range of the engine E extending from a cool state to awarmed-up state. In other words, HC, CO₂ and NO_(x) can be removed fromthe exhaust gas. Particularly, the A/F ratio of the air-fuel mixture inthe carburetor 33 to be supplied to the engine E can be controlled in awide operating range of the engine E extending from a low load to a highload by regulating the duty ratio of the pulse applied to the dutycontrol valve 68 by the duty control unit 92, based on the detectionsignal from the LAF sensor 94 as described above, thereby improving theproperties of the exhaust gas and enhancing the engine output.

Namely, the output from the LAF sensor 94 is proportional to the A/Fratio of the exhaust gas, as shown in FIG. 17, and hence, the A/F ratioof the exhaust gas can be controlled to a narrow range A including atheoretic A/F ratio, and moreover, in any of a case A′ when thetolerance of the purifying rate of the catalytic converters 111 and 112has been set relatively widely with the engine output taken intoconsideration to a certain extent, and a case B when the set range isshifted to a rich side with the engine output taken into seriousconsideration, the A/F ratio of the exhaust gas can be controlledproperly to a desired target value. Therefore, it is possible to carryout the control operation depending on the operating conditions of theengine such as a mode with the purification taken into seriousconsideration, a mode with the purification and output taken inconsideration and a mode with the output taken into seriousconsideration. An increase in engine output enables the size of theengine to be reduced and hence, it is easy to place the engine in thenarrow engine room in the outboard engine system.

The exhaust collecting chamber 110 is opened by separating the cylinderhead 8 from the cylinder block 6 and hence, the attachment anddetachment of the first catalytic converter 111 can be carried outeasily by such opening.

On the other hand, in the exhaust box 115, an upper end of the outletcase 121 is disposed above a lower end of the inlet case 120. Therefore,even if the water level within the extension case 1 is raised, theentrance of water into the inlet case 120 and thus into the secondcatalytic converter 112 can be avoided, unless the outlet case 121 issubmerged under water.

In the above-described dispositions of the inlet case 120 and the outletcase 121, however, water drops produced with the purifying actionprovided for the exhaust gas by the first and second catalyticconverters 111 and 112 are accumulated in the bottom of the exhaust box115. To discharge the accumulated water, a drainage pipe 122 is mountedto the exhaust box 115. The drainage pipe 122 is formed by bending apipe having a diameter far smaller than that of the outlet case 121 intoan inverted U-shape, and has one lower end 122 a which is disposed toopen in proximity to an upper surface of the bottom plate 11 b of theexhaust box 115, and the other lower end 122 b which is disposed to openbelow the bottom plate 11 b outside the exhaust box 115.

During operation of the engine E, an exhaust pressure is always appliedto the inside of the exhaust box 115 and hence, a difference in pressureis produced between the inside of the exhaust box 115 and the inside ofthe extension case 1. Therefore, when the water has been accumulated onthe bottom plate 11 b of the exhaust box 115 with the purification ofthe exhaust gas provided by the first and second catalytic converters111 and 112, the water is discharged through the drainage pipe 122 intothe extension case 1 by the pressure difference. Thus, the water can beprevented from entering the second catalytic converter 112. In addition,the bent portion of the drainage pipe 122 is located above the oppositelower ends of the drainage pipe 122 and hence, even if the water levelwithin the extension case 1 is raised, the water can be also preventedfrom being entering the exhaust box 115 from the drainage pipe 122,unless the bent portion of the drainage pipe 122 is submerged under thewater.

As shown in FIG. 13, the LAF sensor 94 is mounted to the exhaust line114 integrally formed on the mount case 2 in the following manner: Amounting wall 114 a is formed on a side of the exhaust line 114 facingoutwards of the outboard engine system O, so that it is inclined inwardsof the exhaust line 114 toward its lower portion. The LAF sensor 94 isscrewed to the mounting wall 114 a at a substantially vertical attitude,and provided at its tip end with a detecting portion 94 a protruding toa center portion within the exhaust line 114.

The LAF sensor 94 is disposed in an annular space 124 defined by themount case 2 and the under cover 5 surrounding the mount case 2. If theLAF sensor 94 is as long as it is not accommodated fully in the annularspace 124, as in the illustrated embodiment, an outward bulging portion5 b for receiving an outer end of the LAF sensor 94 is formed at aportion of the undercover 5.

Since the mounting wall 114 a of the exhaust line 114 is inclinedinwards of the exhaust line 114 toward its lower portion, as describedabove, the length of protrusion of the LAF sensor mounted at thevertical attitude to the mounting wall 114 a in an outward direction ofthe outboard engine system O can be suppressed to a value as small aspossible, whereby the contact of the sensor 94 with another portion orcomponent can be avoided to the utmost, and the detection of the A/Fratio of the exhaust gas can be carried out reliably. Moreover, it ispossible to easily attach and detach the LAF sensor 94 to and from themounting wall 114 a, because the LAF sensor 94 is directed outwards ofthe outboard engine system O.

Furthermore, since the LAF sensor 94 is disposed in the annular space124 inside the undercover 5, the undercover 5 serves as a protectivewall for the LAF sensor 94 to prevent the contact of another portion orcomponent with the LAF sensor 94. Additionally, the undercover 5 iscapable of being removed in the above-described manner and hence, in astate in which the undercover 5 has been removed, the attachment anddetachment of the LAF sensor 94 can be carried out easily.

In FIGS. 12 and 14, reference character 125 denotes a cooling waterjacket for the engine E.

Although the embodiment of the present invention has been described indetail, it will be understood that the present invention is not limitedto the above-described embodiment, and various modifications in designmay be made without departing from the spirit and scope of the inventiondefined in claims. For example, the engine E may be a multi-cylinderengine other than the three-cylinder engine. Any one of the first andsecond converters 111 and 112 can be omitted.

What is claimed is:
 1. An engine intake A/F ratio control system in anoutboard engine which includes an engine disposed in an engine roomdefined by an engine support connected to an upper portion of anextension case by an engine cover covering said engine support, and acatalytic converter incorporated in an exhaust system for the engine,wherein an exhaust gas exiting from said exhaust system is dischargedunder external water surface via an inside of said extension case,characterized in that said engine intake A/F ratio control systemcomprises a secondary air passage connected to a carburetor provided inan intake system for the engine for supplying secondary air forregulating the A/F ratio of an air-fuel mixture produced in thecarburetor; a duty control unit connected to a duty control valveconnected to said secondary air passage for controlling the duty ratioof a pulse applied to a coil of said duty control valve; and an LAFsensor mounted to said exhaust system for detecting an A/F ratio of anexhaust gas flowing through said exhaust system, thereby outputting adetection signal proportional to said A/F ratio to said duty controlunit.
 2. An engine intake A/F ratio control system in an outboard enginesystem according to claim 1, wherein a mounting wall is formed in a sidewall of an exhaust line integrally connected to said engine to form aportion of said exhaust system, said side wall facing sideways of theoutboard engine system, said mounting wall being inclined inwards of theexhaust line toward a lower portion thereof, and said LAF sensor ismounted substantially vertically to said mounting wall.
 3. An engineintake A/F ratio control system in an outboard engine system accordingto claim 1, wherein said exhaust line and said mounting wall are formedon said engine support covered with a detachable undercover, and saidLAF sensor mounted to said mounting wall is covered with saidundercover.
 4. An engine intake A/F ratio control system in an outboardengine system according to claim 1, wherein said exhaust system isprovided with an exhaust box, an inlet case which is connected to theexhaust system at a location upstream of said exhaust box and opens at alower end thereof into said exhaust box, and an outlet case which opensat an upper end thereof into said exhaust box above a lower end of saidinlet case and also opens at a lower end thereof below said exhaust box;said catalytic converter is mounted in said inlet case; and a drainagepipe bent into an inverted U-shape is mounted to said exhaust box, withone of lower ends of said drainage pipe opening in the proximity to aninternal bottom surface of said exhaust box and other lower end openingbelow said exhaust box.
 5. An engine intake A/F ratio control system inan outboard engine system according to claim 4, wherein a central bentportion of said drainage pipe is disposed at substantially the samelevel as of an upper end of said outlet case.